JPH0515567B2 - - Google Patents

Description

[Detailed Description of the Invention] "Industrial Application Field" This invention relates to a vehicle body attitude control device that controls the tilting attitude of a vehicle body in the left and right direction. and is useful for improving maneuverability.

"Prior Art and Problems" As shown in Figure 11, when a car turns, a centrifugal force μW acts on the car body T, causing the car body T to lean toward the outside of the curve. In other words, rolling occurs. Here, μ is the lateral acceleration, W is the weight of the vehicle body, and the centrifugal force is the product of both μW.

FIG. 13 schematically shows this rolling. The vehicle body T is tilted by the roll angle φ in the direction in which the centrifugal force μW acts, the outer suspension spring 51 is compressed, and the inner suspension spring 51 is compressed.
Spring 52 is stretched. Note that when the centrifugal force μW is not acting, as shown in FIG. 12, the suspension springs 51 and 52 have the same length, and the roll angle φ of the vehicle body T is 0°.

When the vehicle body T rolls, the center of gravity of the vehicle body T moves outward and a moment due to centrifugal force acts, so that the load applied to the wheels is biased outward. This impairs driving stability and, in extreme cases, can cause drift, spin, or rollover.

Therefore, in order to obtain running stability when turning, it is necessary to suppress rolling as much as possible.

By the way, devices for keeping the vehicle height constant regardless of changes in the operating condition or load of the vehicle are disclosed in Japanese Patent Publication No. 59-14365 and Publication Utility Model Publication No. 59-11767, for example.

However, these conventional devices do not have a sufficient effect of suppressing rolling, so there is a problem with stability when turning.

``Object of the Invention'' An object of the present invention is to provide a vehicle body attitude control device that can actively suppress rolling caused by lateral acceleration received by the vehicle body and improve the running stability of the vehicle. .

``Structure of the Invention'' The vehicle body posture control device of the present invention includes a vehicle height adjusting means for adjusting the height of the left and right sides of the vehicle body, a vehicle weight detecting means for detecting the vehicle weight, and an acceleration detecting means for detecting the lateral acceleration applied to the vehicle body. , a target roll angle calculating means for calculating a target roll angle to substantially equalize the load sharing between the left and right wheels based on the acceleration obtained by the acceleration detecting means and the vehicle weight obtained by the vehicle weight detecting means, and the lateral direction The vehicle height adjusting means is configured to include a control means for controlling the vehicle height adjusting means so as to set the vehicle height on the side facing the acceleration to the lowest height to achieve the target roll angle.

"Example" The present invention will be explained in more detail below based on the example shown in the drawings. Here, FIG. 1 is a block diagram showing a vehicle body attitude control system according to an embodiment of the present invention, FIG. 2 is an explanatory diagram of the installation of a vehicle height adjustment means and a roll angle sensor on the right rear wheel of an automobile, and FIG. 4 is a diagram illustrating the configuration of the roll angle sensor; FIGS. 5 a to 5 e are a flowchart of the operation of the vehicle attitude control device shown in FIG. 1; and FIG. FIG. 7 is a schematic diagram for explaining the movement of the vehicle body T of a vehicle having the vehicle body attitude control device shown in FIG. 7, and shows a state in which there is no centrifugal force. 6 and 8 illustrate the movement of the vehicle body T in a state where it is not activated.
The figure is a diagram equivalent to Figure 6 when the desired roll angle θo = 0 is achieved when centrifugal force is applied, and Figure 9 is the diagram when attitude control is achieved to roll in the opposite direction when centrifugal force is applied. 6 and 10 are schematic external views of the automobile in the state shown in FIG. 9. Note that this invention is not limited to this.

As shown in FIG. 1, the vehicle body attitude control device 1 includes:
Vehicle height adjustment means 2a, 2b, 2c, 2d, vehicle speed sensor 3, steering sensor 4, microcomputer system 5, and base height switch 6
a, 6b, and roll angle sensors 7a, 7b.

The vehicle height adjusting means 2a, 2b, 2c, and 2d are provided corresponding to the right rear wheel A, the left rear wheel B, the right front wheel C, and the left front wheel D, respectively. To explain a specific configuration example of the vehicle height adjustment means 2a corresponding to the right rear wheel A, as shown in FIGS. 2 and 3, it is provided between the vehicle body T and the axle housing Xa and is connected to the hydraulic cylinder 11a and the suspension Shion
This is a vehicle suspension system in which a spring 12a is connected in series. The hydraulic cylinder 11a adjusts the vehicle height, and the suspension spring 12a functions to absorb vibrations. The specific configurations of the other vehicle height adjusting means 2b, 2c, and 2d are also similar.

Another specific example of the structure is
Examples of such systems include a hydroneumatic system in which the vehicle height is adjusted using hydraulic pressure as disclosed in Japanese Utility Model Publication No. 11767/1983, an air spring system, and a system using both an air spring and a coil spring.

As the vehicle speed sensor 3, for example, a conventional sensor for a speedometer can be used.

The steering sensor 4 is, for example, a slit plate attached to the steering shaft, and the amount of rotation of the slit plate is detected by a photo interrupter.

These vehicle speed sensor 3 and steering sensor 4
cooperate to function as acceleration detection means. That is, the vehicle speed sensor 3 determines the speed v, the steering sensor 4 determines the turning radius r, and the lateral acceleration μ is calculated from these. The formula for this calculation is μ=(v·v)/r.

Note that in place of the vehicle speed sensor 3 and steering sensor 4, conventionally known acceleration detection means using a piezo element or the like may be used.

The microcomputer system 5 has wheels A,
In order to eliminate the imbalance in load sharing among B, C, and D,
The purpose is to calculate the angle at which the vehicle body T is rolled in the opposite direction to the roll direction caused by the centrifugal force μW, that is, the target roll angle θo, and the vehicle height adjustment means 2a, 2b, 2c, and 2d are adjusted to achieve the target roll angle θo.
It is a means of controlling This will be explained in detail later.

The base height switches 6a, 6b are for detecting the base positions of the vehicle height adjusting means 2a, 2b.
As shown in the figure, a limit switch can be used that is turned on when the hydraulic cylinder 11a is fully retracted and turned off at other times (when it is extended).

The roll angle sensor 7a, as shown in FIG.
The rotating part of the potentiometer 15a attached to the bottom of the vehicle body T, which is a sprung member, is connected to the link 16.
A configuration is adopted in which the axle housing Xa is connected to the axle housing Xa, which is an unsprung member, via the axle housing Xa and the axle housing Xa, which is an unsprung member.

Although the axle housing Xa is at a substantially constant position relative to the road surface, the vehicle body T is displaced due to rolling or the like. Therefore, the car body T and rear axle housing
The potentiometer 15a provided between Xa changes its output signal in accordance with the displacement of the vehicle body T, thereby making it possible to detect the roll angle θ of the vehicle body T.
The roll angle sensor 7b also has a similar configuration.

In addition, as another example of the structure, for example,
A roll angle sensor composed of a magnet and a magnetoelectric conversion element as disclosed in Japanese Patent No. 14366 can be used.

FIG. 4 shows the roll angle detection circuit, in which the output signals Va and Vb from the left and right roll angle sensors 7a and 7b are filtered through low-pass filters 21a and 21.
While outputting as V ₁ and V ₂ respectively via b,
This circuit inputs these signals to the differential amplifier circuit 22 and generates an output signal Vo according to the output difference (Va-Vb) between the two. The larger the roll angle θ of the vehicle body T, the greater the difference between the outputs of both roll angle sensors 7a and 7b (V ₁ −V ₂ ).
becomes large, so based on this the output signal Vo
Therefore, the roll angle θ can be determined.

Further, as the vehicle weight W increases, the height of the vehicle body T decreases, so the output values V ₁ and V ₂ of each roll angle sensor 7a and 7b increase or decrease. Therefore, the vehicle weight W can be determined based on these output values V ₁ and V ₂ . That is, the roll angle sensor 7
a and 7b can function as vehicle weight detection means.

Note that the low-pass filters 21a and 21b remove unnecessary high-frequency components generated by vibrations of the vehicle body T and the like.

Next, the operation of the vehicle body attitude control device 1 of the present invention will be explained with reference to FIGS. 5 to 10. These operations are performed with the microcomputer system 5 at the center. In the following description, S0 to S28, etc. indicate each processing number in the flowchart shown in FIG.

As shown in FIG. 5a, when the key switch of the automobile is turned on, the microcomputer system 5 starts and initializes the system (S0).

Next, the left and right base height switches 6a, 6b are read (S1), and if these are not on, the height of the vehicle body T is lowered to the base height. For this purpose, we first perform left base conversion (S3), but this process
As shown in Figure b, the left base height switch 6b is read (S30), it is determined whether it is on or off (S31),
If it is off, pressure oil is removed from the left hydraulic cylinder 11b in order to lower the vehicle height on the left side (S33).
Next, right base conversion (S4) is performed, but this process is
As shown in FIG. 5c, the right base height switch 6a
is read (S40), it is determined whether it is on or off (S41), and if it is off, pressure oil is removed from the right hydraulic cylinder 11a in order to lower the vehicle height on the right side (S43).

After confirming that the left and right base height switches 6a, 6b are turned on and the vehicle body T has been lowered to the base height on both sides (S2), the microcomputer system 5 calculates each value V ₁ of the roll angle sensors 7a, 7b,
Load V ₂ , then for a predetermined period of time (e.g. 1 second)
Then, read it again and calculate the average value Vm of all (S5).

Since the car is still stationary, its body T
The height is determined by the balance between the vehicle weight W and the suspension springs 12a, 12b, 12c, and 12d. Since the characteristics of the suspension springs 12a, 12b, 12c, and 12d are constant depending on the vehicle, the output values V ₁ and V ₂ of the roll angle sensors 7a and 7b read at this time vary depending on the vehicle weight W. This is a uniquely determined value. The average value memorized in advance
Vehicle weight W is determined from the relationship between Vm and weight W (S6). The purpose of taking the average value Vm is to suppress errors and improve measurement accuracy.

By actually measuring the vehicle weight W in this way,
The centrifugal force μW applied to the vehicle body T can be calculated accurately, and therefore the attitude of the vehicle body T can be accurately controlled.

Next, the microcomputer system 5 calculates a target roll angle θo that determines the attitude of the vehicle body T.
Two methods are used to determine this target roll angle θo. If the vehicle speed v is less than 60 km/h, θo = 0° to always keep the vehicle body T in a horizontal position, and if the vehicle speed v is 60 km/h If the above is the case, then the centrifugal force μW is
The target roll angle θo is determined in the opposite direction to the above and at a magnitude corresponding to the magnitude of the centrifugal force μW.

That is, as shown in FIG. 5d, the vehicle speed v is read by the vehicle speed sensor 3 (S7), and the vehicle speed v is 60 km/h.
If it is less than 0, set the target roll angle θo to 0 (S8,
S9).

On the other hand, if the vehicle speed v is 60 km/h or more, the steering angle is read as the output of the steering sensor 4,
The corresponding turning radius r is determined, and μ is calculated from the turning radius r and the vehicle speed v by μ=(v·v)/r. Then, after a short period of time (for example, 0.2 seconds),
Repeat the same process again and calculate μ in the same way as above. Then, the average of these two values of μ is taken as the lateral acceleration μ. The reason why the average of two times is taken in this way is that attitude control is not performed for instantaneous steering operations, but only when continuous steering operations are determined to be a true turn and attitude control is performed.

Next, the vehicle weight W and lateral acceleration μ found above
Calculate the centrifugal force μW based on Then, the target roll angle θo corresponding to the centrifugal force μW is determined based on a comparison table set in advance. In addition,
As described above, the direction of the target roll angle θo is opposite to the direction of the lateral acceleration μ (S11).

The comparison table for determining the target roll angle θo from the centrifugal force μW is a one-dimensional array, but instead, it may be a two-dimensional array table for determining the target roll angle θc from the vehicle weight W and the lateral acceleration μ. Alternatively, the calculation may be performed using an experimentally obtained calculation formula.

Once the target roll angle θo is determined in step S9 or S11, the roll angle sensors 7a and 7b are
Read the actual roll angle θr and its actual roll direction from the output Vo (S12).

Next, it is determined whether the target roll angle θo is 0 (S13).

If θo=0, then it is determined whether the actual roll angle θr is 0 (S14).

If the actual roll angle θr = 0, the target roll angle θo = 0 has already been achieved and the vehicle body T is maintained in a horizontal position, so the vehicle body height can be adjusted without controlling the roll angle θ. Take control. That is, the same processes S1' to S1 as explained in steps S1 to S4 above are performed.
S4' lowers the height of the vehicle body T to the base height.

When both the left and right sides of the vehicle body T reach the base height, the hydraulic cylinders 11a to 11d are held in that state, that is, the height of the vehicle body T is maintained, and the process returns to step S7 (S15).

By the way, in step S14, if the actual roll angle θr is not 0, it is determined whether the actual roll direction is to the right (S16), and if the actual roll direction is to the right, the right side of the vehicle body T is too low or the is too high, so the objective roll angle θo = 0
In order to achieve this, it is necessary to raise the right side of the vehicle body T or to lower the left side of the vehicle body T. Therefore, in order to decide which method to select, the left base height switch 6b is read (S17).

If the left base height switch 6b is on, the vehicle body T
The left side of is at base height. Therefore, since the left side of the vehicle body T cannot be further lowered, the right side must be raised. On the other hand, if the left side is not at the base height, the left side of the vehicle body T can be further lowered. Step S18 is a process for making this selection.

If the left side of the vehicle body T is at the base height, pressure oil is sent to the hydraulic cylinders 11a and 11c on the right side of the vehicle body T to raise the vehicle height on the right side (S19).

On the other hand, if the left side of the vehicle body T is not at the base height, pressure oil is removed from the left hydraulic cylinders 11b and 11d of the vehicle body T, and the vehicle height on the left side is lowered (S20). At the same time, in order to make the entire car body T the lowest height, the right base is created (S4″).This right base is created (S4″)
is the same process as the right base conversion (S4) described above.

If it is determined in step S16 that the actual roll direction is not to the right, this means that the actual roll direction is to the left. Therefore, step S17~
The same processing as described in S20 is performed with the left and right sides reversed (S21 to S24 and S3'').

After these processes, the step S7
It returns to .

The above explanation will help you understand the attitude control of the vehicle body T when the target roll angle θo = 0, but to summarize here, when the vehicle speed v is less than 60 km/h, the attitude control of the vehicle body T is always performed so that it does not roll. It is controlled. Moreover, the height is always the lowest that can be controlled. The state of the vehicle body T at this time will be further explained later with reference to FIG.

Next, a case where the target roll angle θo is not 0 will be explained.

In step S13, the target roll angle θo is 0.
If not, then it is determined whether the target roll angle θo and the actual roll angle θr are equal (S25).

If θr=θo, it is determined whether the direction of the target roll angle and the actual roll direction match (S26).

If the direction of the target roll angle and the actual roll direction match, the target roll angle has already been achieved, so the vehicle height can be adjusted to the lowest height without controlling the roll angle θ. Control. That is, as shown in FIG. 5e, the left and right base height switches are read (S1''), and it is determined whether either the left or right is at the base height (S27).This step S27
Detecting either the left or right base height means determining whether the hydraulic cylinder on the side facing the lateral acceleration μ (for example, inside the curve) is at the base height. are doing.

This is because in a natural state, the suspension spring on the side facing the same direction as the lateral acceleration μ (for example, on the outside of a curve) contracts more than the suspension spring on the side opposite to the lateral acceleration μ; Since the angle θo is the roll angle in the opposite direction to the roll angle φ due to the centrifugal force μW, in order to achieve the desired roll angle θo, the hydraulic cylinder on the side facing the lateral acceleration μ must be the same as the hydraulic cylinder on the opposite side. This is because if the height of either the left or right vehicle body T is the base height, the expansion and contraction of the hydraulic cylinders 11a to 11d is stopped to maintain the left and right vehicle height, and that vehicle height is maintained. (S15).

On the other hand, when neither the left nor the right is at the base height, in order to further lower the vehicle height while maintaining the desired roll angle θo, the left and right hydraulic cylinders 11a~
11d is shortened at the same time (S28).

After the above step S15 or S28, the process returns to the above step S7.

In step S26, if the direction of the desired roll angle and the actual roll direction do not match, it means that the actual roll direction of the vehicle body T is opposite to the direction of the desired roll angle. Therefore, first, it is determined whether the direction of the target roll angle is to the right (S29), and if it is right, the current state of the vehicle body T is opposite to the purpose, because the right side of the vehicle body T is too high and the left side is too low. Therefore, we raise the height of the left side of the vehicle body T (S23') and change it to the right base (S4'').

On the other hand, if the intended roll direction is not right, it is the left, so the right side of the vehicle body T is raised (S19') and the vehicle body T is made to be based on the left (S3''), contrary to the above.

After the step S3'' or S4'', the process returns to the step S7.

Now, if the target roll angle θo and the actual roll angle θr are not equal in step S25, it is determined whether the actual roll angle θr is larger than the target roll angle θo (S30).

If the actual roll angle θr is larger than the target roll angle θo, then it is determined whether the actual roll direction and the direction of the target roll angle are equal (S26').

If the direction of the target roll angle and the actual roll direction match, it means that the roll angle is over controlled, so it is necessary to return it a little.

Therefore, it is determined whether the actual roll direction is to the right (S16'), and if the actual roll direction is to the right, the left side is too high, so the left side of the vehicle body T is lowered (S20')
At the same time, the right side is made into a base (S4″).

On the other hand, since the actual roll direction is not right, it is left, so the right side of the vehicle body T is too high. Therefore, the right side of the vehicle body T is lowered (S24') and the left base is changed (S3'').

After these steps, the process returns to step S7.

Now, if the target roll direction and the actual roll direction are different in step S26', then the roll direction is opposite to the intended roll direction, so steps S29, S23', S19', S3'', and S4'' are The same thing as explained in the series of processing is performed and the process returns to step 17.

If the actual roll angle θr is not larger than the target roll angle θo in step S30, steps S29, S23', S4'',
After performing the processing in S19' and S3'', the process returns to step S7.

The above is attitude control when the target roll angle θo is not 0.

Next, how the vehicle body T moves as a result of the attitude control described above will be explained with reference to FIGS. 6 to 10.

First, FIG. 6 is a schematic diagram of an automobile equipped with the vehicle body T attitude control device 1 of the present invention, and shows a state in which lateral acceleration μ is not applied (μ=0). When the vehicle speed is less than 60 km/h, the target roller angle θo = 0, and even if the vehicle speed is 60 km/h, the centrifugal force μW
= 0, so the target roll angle θo = 0 as well. Therefore, in this case, the right hydraulic cylinder 11
a, 11c and the left hydraulic cylinders 11b, 11d are both at the base height, and the length A ₀ of the right suspension spring 12a, 12c and the length B ₀ of the left suspension spring 12b, 12d. are becoming equal.

Suspension spring 12a at this time
As described above, the length of ~12d is determined by the weight W of the vehicle body T, and by detecting this with the roll angle sensors 7a and 7b, the vehicle weight W can be measured.

Next, FIG. 7 shows a state in which the vehicle body T rolls when subjected to centrifugal force μW when the vehicle body attitude control device 1 of the present invention is not functioning. That is, left and right suspension springs 1
The roll angle φ at which the roll stiffness basically determined by 2a to 12d, the centrifugal force μW determined by the lateral acceleration μ and the weight W of the vehicle body T, and the movement of the center of gravity due to rolling of the vehicle body T are balanced. The vehicle body T is rolling in the direction of centrifugal force.

The length A ₁ of the outer suspension spring in the direction in which the centrifugal force μW acts is compressed by the increased load due to the centrifugal force μW and the movement of the center of gravity of the vehicle body T, and is reduced to A ₀ >A ₁ . On the other hand, the length B ₁ of the inner suspension spring in the direction in which the centrifugal force μW acts is opposite to the above, and expands as the load is reduced.
B ₀ <B ₁ holds true.

This state directly represents the rolling state in conventional automobiles, and as understood from the imbalance between the lengths A ₁ and B ₁ of the outer and inner suspension springs in the direction in which the centrifugal force μW acts, There is also an imbalance in the load distribution between the outer and inner vehicle wheels, which has a negative impact on driving stability.

However, in the present invention, when the vehicle speed is less than 60 km/h, attitude control is performed to achieve the target roll angle θo=0. Therefore, as shown in FIG. 8, the outer vehicle body T on which the centrifugal force μW acts is lifted by a hydraulic cylinder, and the vehicle body T is controlled in a horizontal position. At the same time, the inner vehicle height in the direction in which the centrifugal force μW is applied is adjusted to the lowest controllable height by retracting the hydraulic cylinder to the base position. At this time, the center of gravity of the vehicle T will no longer shift, so
The left and right suspension springs have a centrifugal force μW
There is a difference in length sufficient to support the Therefore, if we compare it with the state shown in Fig. 7, A ₁ <A ₂ ,
B ₁ >B ₂ , and the imbalance in load sharing between the left and right wheels is reduced to some extent.

Also, the inner car body T in the direction in which the centrifugal force μW acts
Since the height of the vehicle is reduced to the lowest possible height, the running stability of the vehicle is improved.

An even bigger effect is the effect it has on the driver, since the vehicle body T maintains a horizontal position, there is no need to take an unreasonable posture, and it becomes possible to drive with psychological stability. be.

In this way, the attitude control with the target roll angle θ ₀ =0 when the vehicle speed v is less than 60 km/h is as follows:
This is because at vehicle speeds of less than 60 km/h, the unbalance of left and right loads due to centrifugal force μW is not usually a problem, and the above-mentioned effect on the driver was given more importance.

On the other hand, if the vehicle speed v is 60km/h or more,
Since load imbalance caused by centrifugal force μW becomes a problem, the target roll angle θo is set to be opposite to the natural roll angle φ.

FIG. 9 is a diagram showing a state in which attitude control is performed to achieve this target roll angle θo, in which the vehicle height on the outside in the direction in which the centrifugal force μW acts is raised,
The inside is considered to be the lowest controllable height.

At this time, in order to move the center of gravity of the vehicle body T in the direction opposite to the lateral acceleration μ, the centrifugal force μW
A component in the opposite direction is generated, and the imbalance in the load distribution between the left and right sides is reduced accordingly.

Ideally, the centrifugal force μW would be completely canceled out, and the load would be shared equally between the left and right sides. That is, in an ideal situation, the lengths A ₃ and B ₃ of the left and right suspension springs would be equal. however,
Since it supports the centrifugal force μW, the
It will be shorter than A ₀ and B ₀ .

FIG. 10 depicts the appearance of the automobile in a state where the attitude control shown in FIG. 9 is performed. 1st
If compared with Figure 1, the difference from the conventional one will be clearly understood.

Another example is the left and right suspension.
One example is one that detects the length of the spring, corrects the target roll angle θo to minimize the difference between them, and performs posture control to achieve the target roll angle _θ0 .

In yet another embodiment, the target roll angle θo is calculated from the lateral acceleration μ and the vehicle weight W regardless of the vehicle speed, and attitude control is performed to achieve the target roll angle θo.

"Effects of the Invention" The present invention provides a vehicle adjustment means for adjusting the left and right height of the vehicle body, a vehicle weight detection means for detecting the vehicle weight, an acceleration detection means for detecting the lateral acceleration applied to the vehicle body, and the acceleration detection means. and a side opposite to the lateral acceleration, which calculates a roll angle that substantially equalizes the load sharing between the left and right wheels based on the acceleration obtained by the vehicle weight detection means and the vehicle weight obtained by the vehicle weight detection means. The present invention provides a vehicle body attitude control device comprising: a control means for controlling the vehicle height adjusting means so as to set the vehicle height to the lowest height to achieve the target roll angle; The centrifugal force that biases the load distribution toward the outside of the curve when the vehicle turns is determined more accurately than the measured vehicle weight, and the vehicle's attitude is controlled to alleviate or suppress the negative effects of the centrifugal force.
Therefore, it is possible to significantly improve the running stability of the automobile when turning, and it also provides the driver with a greater sense of steering stability.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing a vehicle body posture control device according to an embodiment of the present invention, Fig. 2 is an explanatory diagram of the installation of a vehicle height adjustment means and a roll angle sensor on the right rear wheel of an automobile, and Fig. 3 is a diagram showing vehicle height adjustment. 4 is an explanatory diagram of the configuration of the roll angle sensor, FIGS. 5 a to 5 e are a flowchart of the operation of the vehicle body attitude control device shown in FIG. 1, and FIG. 6 is shown in FIG. 1. FIG. 7 is a schematic diagram for explaining the movement of the vehicle body T of an automobile having a vehicle body attitude control device, and shows a state in which there is no centrifugal force; FIG. Fig. 6 is a diagram corresponding to the movement of the vehicle body T in a state where it is not rotated, Fig. 8 is a diagram corresponding to Fig. 6 in a state where the target roll angle θo = 0 is achieved when centrifugal force is applied, and Fig. 9 is a diagram corresponding to centrifugal force. Fig. 6 is a diagram equivalent to the case where attitude control is achieved to roll in the opposite direction when 12 is a diagram corresponding to FIG. 6 in a conventional automobile, and FIG. 13 is a diagram corresponding to FIG. 6 in the state of FIG. 11. (Explanation of symbols), 1...Vehicle body attitude control device, 2
a, 2b, 2c, 2d...vehicle height adjustment means, 3...
Vehicle body sensor, 4... Steering sensor, 5...
Microcomputer system, 6a, 6b...
Base height switch, 7a, 7b...Roll angle sensor, 11a...Hydraulic cylinder, 12a...Suspension spring.

Claims (1)

[Claims] 1. Vehicle height adjustment means for adjusting the vehicle height on the left and right sides of the vehicle body;
A vehicle weight detection means for detecting the vehicle weight; an acceleration detection means for detecting the lateral acceleration that the vehicle body receives; A target roll angle calculation means for calculating a target roll angle that substantially equalizes load sharing, and the vehicle height adjustment so that the vehicle height on the side facing the lateral acceleration is set to the lowest height to achieve the target roll angle. A vehicle body attitude control device comprising a control means for controlling the vehicle body attitude control device. 2. The vehicle body attitude control device according to claim 1, wherein the vehicle weight detecting means obtains the vehicle weight based on a change in the interval between the unsprung member and the sprung member.